Transportation system



June ll, 1929. H, W KIRCHNER 1,716,588

TRANSPORTATION SYS TEM Filed May 16, 1922 8 Sheets-Sheet l Illlllll Illl HII :IIII lll IIII HII June ll, 1929. H. w. KIRCHNER TRANSPORTATION SYSTEM Filed May 16, 1922 v 8 sheets-sheet JuneA .117,v l9 29- y IH.' wgKlRcHNER 1,716,588

TRANSPORTATION SYSTEM Filed May le, 1922 8 sheets-sheet 5 June ll, 1929. H. w. KIRCHNER TRANSPORTATION SYSTEM Filed May 16, 1922 8 Sheets-Sheet 8 Sheets-Sheet 5 aoa H. W. KIRCHNER TRANSPORTATIN SYSTEM Filed May 16 oooa iQOOO June i i, QZQ.

OQOOOPQOO oooootaoooojoooopoooo June H, 1929. H. W KlRCHNER L TRANSPORTATION SYSTEM Filed May 16,. 1922 8 Sheets-Sheet 6 Jume l1,'1929. H. w. KIRCHNER TRANSPORTATION SYSTEM Filed May 16, 1922 8 Sheets-Sheet '7 .Hummm H -W,'K|RHNER l y1,715,588

TRANSPORTATION SYSTEM Filed may 16. i922 8 sheets-shew 8 E@ gf lPatented Junel11,1i929uo l i e v ,I i

:HENRY w. KIRCHNER, or sT. LoUIs,'MIssoURI.

U N I T if;

TRANSPORTATION SYSTEM.v Application led May 16, 1922.' Serial No. 561,404.

This invention relates to a new and usethe carriers until they pass over a hump in ful improvement in transportation systems the ramp tracks,` after which they may run 50 and contemplates a transferring freight stainto the warehouse by their own gravity or tion for handling freight in unit containers. by manual operation onto aligned'ramp v VThis transferring station involves a novel warehouse tracks.

means for loading and unloading the con- Figure 1 is a vertical sectional view showtainers and transferring them from one caring a portion of my improved transportation 55 rier to another, or from one type of carrier system. to another type of carrier, such 'as from a Figure 2 is a plan view of theparts shown railroad car to a. motor truck, and vice versa. in'Figure '1. l

It is, of course, obvious thatthe transfer Figure 3 is a vertical sectional view showmight be from car tol barge, Steamship .or ing another portion of my improved system.- 60 other types of carriers. In my improved Figure 4 is an elevational view of one of transportation system, the freight in whatthe overhead cranes used infconnection with -ever forms of lading, might be first -loaded my improved system.

into containers of different sizes and types, Figure 5 is an end elevational view of Vsaid such, for instance, as the containers disclosed overhead crane showing its relation to a 65 in my United States Patents, No. 885,162, transfer platform. *I granted April 21, 1908, No. 1,349,209, grant- Figure 6 is a detail view showing the ed August 10, 1920, and No. 1,360,412, granttransfer platform raised to an inoperative ed November 30, 1920, or such other forms position.

of containers as could be employed in con- Figure 7 is a side elevational view of a car 70 nection with the several types of carriers equipped with my improved unit freight used. 1 containers. l

` It is one of the objects of my present in- Figure 8 is a top plan View of said car vention `to load and unload the freight conshowing freight containers in position theretainers onto or from a mving railroad car, on 75 thereby facilitating such operation and by Figure9 is a side elevational view of one placing the containers onto the ramp track, of my improved freight containers.

as in unloading them from a railroad car, Figure 10 is an end elevational view of the enabling said containers tobe transported same. 4

each on its own wheels into a warehouse or Figure 11 is va detaill sectional view show- 80 transferred to another trackor tracks to be ing a form of doorlocking mechanism used loaded onto a motor'truck or onto another in connectionwith said containers.

l` railroad car, or barge, as desired. Figure 12 is a top plan view partly in In order to facilitate the transfer of the horizontal section of said container. f i containers from track to track', cranes or Figure l?? is a vertical sectional view on 85 transfer tables, or both, may be employed. line 13--13 of Figure 10.

Preferably, I avoid the use of turntables and Figure 14 is a yvertical sectional Vview consequently do not employ any tracks for through the upper corner on .line 14--14 of the container running transversely through Figure-9. the warehouse. The tracks for the railroad Figure 15 is a side elevation of one end 90 carriers terminateinv blind sidings or slips of a container, partly in section, illustrating between ramp tracks,fwhich ramp tracks by the mounting .for one of the rollers underthe being in alignment with the wheels ofthe container. A .l

containers will gradually. lift the containers Figurelis .a vertical sectional view on away from their carriers, during which liftline 16-16 of Figure 15.' 195 ing o eration the containers are moved b Fi re 17 is a' side elevational lview e P i elevation.

through a part of a car showing the relation thereof to thecontainers on a ramp track.

Figure 18 is a side elevational View of one of the vertically movable container loading and unloading devices.

Figure 19 is a vertical section on line 19 19 of Figure 17, the post belng shown 1n Figure 2() is a horizontal section on line 20-20 of Figure 17.

Figure 21 is a side elevatlonal vlew of a carrier and another form of loading and unloading mechanism.

Figure 22 is an enlarged vlew of a portion of the same and Figure 23 is an edge View of the structure shown in Figure'22.

In the drawings, I have shown 1n F1gures 1 and 2, a condensed arrangement of my improved system in which 1 1nd1cates the walls o'f a warehouse, 2 the floors thereof and 4 the posts or floor supports. l'.lhls warehouse'is traversed vby tracks 5, these tracks extending beyond 'the warehouse on one or both sides in the form of ramp tracks 6. These ramp tracks, as shown in Figure 4, are

elevated above the surface tracks 7 upon which latter run the wheels of a railroad carrier 8 preferably in the form of a flat car, as diagrammatically illustrated in Flgure 3. The ramp tracks 6 are inclined to form a hump 6a, the purpose of the' outer inchned track being to enable the freight containers to be lifted from their carriers, after which said freight containers fm'ay move by their own gravity down the-inner inclined por- -tion of the track nearest the warehouse,` or

said freight containers may be operated by hand over the hump and into the warehouse.

9 indicate the containers which are provided with4 wheels 10 at their four corners. These wheels are preferably roller bearing, as shown in Figure 16, and in order to 'facilitate the assembling of the parts, each wheel with its roller race is arranged upon a sleeve 12 through which passes an axle 13.' The ends of this axle are mounted in an inverted U-shaped wheel casing 14 which is secured in position in and near the ends of a body supporting channel-shaped underframe member 16 by means of bolts 17. There are two of these channel shaped members 16, one under each side or end of the container 9, and when the container is loadedl onto a flat car (see Figs. 4,7 and 8)!, the channels 16 straddle the platform of the car and lie' along each edge thereof. In this position vof the container on the platform, .thewheels 104 do not support the container. Ihcvbody of the container is supported directly by the platform of the car between the channel members"16.

Assuming that a car is loaded with containers, as shown in Figure 7, and said'car withits containers is backed into a slip, 'by' which term I indicate a railroad track and associated ramp track, it is obvious that as the container wheels 10 strike the inclined ramp tracks, said wheels 1.0, by rolling up the inclined ramp tracks, will lift the container from the platform of the car and will move the container along the ramp tracks towards the warehouse as long as there is `an operable engagement between the container and the moving carrier or car platform. Thus, the wheels 10 of each container successively engage the inclined ramp trac is and said containers will be successively lifted from the car platform and moved along the ramp tracks towards the warehouse.

The means for maintaining the engagement between the containers and the carrier is best seen in Figures 17 to 20, inclusive, wherein it will be observed that there is a pin or abutment 18 arranged between the vertical walls of each channel 16 near the ends of the latter. 19 indicate vertically movable engaging and propelling blocks or posts mounted in stake pockets 20 secured to the side edges of the car platform. 21 indicates a clamping screw having'a handle 22 on its outer end, said screw passing through a threaded opening in the stake pocket and engaging the po st 19 to hold said post in' itselevated or depressed position, as the case may be. Assuming, for the moment, that the carrier is loaded with containers, as shown in Figure 7, and that it is desired to unload the containers onto a ramp track, as just above-mentioned, the posts 19 may be elevated between pins 18 of adjacent containers, as shown by solid lines in Figure 18, or the posts may be left depressed, as shown in dotted lines in Figure 18, in which depressed position the heads of the posts lie between the pms 18 -and merely serve as limit stops to prevent longitudinal shifting yof the containers on'the platform. For purposes 'of present explanation, we will assume that the car shownin Figure 7 is being backed into a slip in the direction of the arrow A and that it is desired to unload onto the companion ramp vtracks the first tive containers 9 v mounted on said car. It is only necess'ary now to raise the posts 19a (see Fig. 7 and lock said posts in their elevated position. As wheels 10 of the first container-,the one v at the4 left hand end of Figure 7, roll upon the inclined ramp tracks, the first container w1ll be lifted above the platform of the car, then the second container will engage the ramp tracks and likewise be lifted from the platform of the car. As each container is Isuccessively lifted from the platform of the` car, Aits'iirst movement disengages'the pin 18 from the depressed posts 19, after which the engagement between the elevated containers and the car platform is tern-linated and the .elevated containers will be moved along'the ramp tracks by those containers which have notyet been elevated or, if all the containers eov .are elevated, by raised posts x19% When the the containers and receivable in recesses 24 in.

the car platform. These dowel pins are preferably arranged midway between the wheels `10 and on each side of the container-as shown in,Figure 12. ,Whenever the container is elevated by the' ramp tracks, pins 23 are raised from out of recesses 24.- j

These dowel pinsy do not constitute supporting legs-or feet for the containers', and hence are of such length that when the containers are rolled over surface tracks, said dowels. do not interfere with such Inovement. l'

As stated before, the post 19a (Fig. 7) is lifted and locked in its lifted position so that when the dowel 23 leaves its pocketin the car platform, the elevated posts 19 will continue to act as propelling means to move the'containers over the ramp tracks. The posts 19h, in Figure 7, may be left depressed, if desired. Whenever a container is lifted by the ramp tracks to a height inwhich its dowels 23 will clear the edges of the -platform pockets, the containers may bel propelled by hand over the hump in the ramp tracks and started down the incline, whereby they `will run by gravity into the warehouse.

rI he ends of the channels 16 preferably project beyond the side walls of the containers, so as to form buffers, as shown in Figure 17, and these vbuffers permit independent vertical movement between different containers without disturbing the relation of the pins 18 on said diderent containers relative to each other, hence in loading or reloading a container. on a car platform, the posts 19 serve as limit stops to center the containers relative to the car platform.

In this loading operation, thev reverse order of engagement of part's is resorted to. Assuming t-he containers to be on the. ramp tracks, as shown in Figure 17, and it is desired to load oneor more of said containers' onto a car platform 8, the posts 19 could be raised, as shown by full lines at the left and Vby dotted'lines at the right, in said figure,

andl assuming that it was desired to leave the container 9 on the ramp tracks and' to load containers 9b and 9c onto the 'car plat-V form, some means, such las achock or stopping block, might be employed to hold the containers' 9a stationary. This would be desirable because ofthe inclination of the ramp tracks at this point. The car platform 8 is now moved in the direction of the arrow Z), and the posts 19 engaging the pins 18 will move the containers 9b and 9, etc.,

up to the required number to be loaded onto the platform 8, down the incline until the channels 16 straddle the platform and the dowels 23 enter their pockets 24. The posts can be left in their elevated position, if desired. The posts 19 may be lowered and depressed so that their heads will lie below lthe level of the platform when the car is used .as an ordinary flat-car, orI said posts may be raised for holding freight on the platform when said freight is too large to be packed in containers, such as telephone po es, threshing machines and the like. In thi latter use, the posts 19l serve as' disappearing stakes on an ordinary fiat car.

The posts 19, above referred to; are desirable in positioning any number of containers on a car up to its full capacity and of course said posts can handle car load lots either inthe loading or unloading opera-v tions; but as is evident from what has been explained heretofore, these posts must be individually adjusted and locked in their ad'- justed position, either elevated or depressed, as the case may be. In Figures 7 and 2L to 23, I have shown an auxiliary or supplemental loading and unloading mechanism designed particularly for handling car load lots and possibly lessthan car load lots, if conditions are favorable, and which loading and unloading devices are automatic in certain of their operationsn I have before referred to the pins 18 arranged within the ends of the channels 16, and the loading and unloading devices, nowabout to be described, are intended to cogoperatey with pins. A

In practice, I prefer to arrange these levers at the four corners of the car and use them as a substitute for the posts 19 which would otherwise occur at these points. 75 indicates a main lever/.having a toe portion 75a at its extremity, saidA lever being pivoted to the side edgeof the platform at 76. 77, indicates a supplemental lever havin@ a toe portion 7 7 at its free end and pivoted below and preferably toene/side of the pivotal point 'of connection of the l'ever75.` As these levers have different pivots, the arcs of movements of their outer ends will diverge ory converge as the levers are swung on their pivots. The toe portion 77a co-operates with the pin 79, carried by the lever 75. In unloading and loading the containers, the lever 7 5 is folded-over so a's to engage the pin 18, as

the posts 19 and raising the dowels 23 out of theirpockets 24. rlhe engagement 'between lthe pins 18 on the' rearniost carrier with the lever 75 continues during this operation until the lever -7 5 reaches the full-line position shown in lFigure 22 in which position thebacking lever 77 swinging about a different pivot (78) positively engages. pin 79l and so prevents further movement O f the direction of the arrow and that the inclination of the ramp tracks, not shown, is opposite to that contemplated in the unloading operation, as described with reference to Figure 121, the lever 75 is raised and the backing. lever .77 is also lifted so that as the car moves, leftwardly, lin this instance, the toe 7 5 will engage the pin 18 and move the y train of containers 9 alo'ng with the carrier 8. As the containers 9 approach the platform of the carrier 8, the pin 18 descends, ybut as the ,impelling force is the toe 75, lever 75 will move forwardly orleftwardly toward the dotted line position, as shown in Figure 22, until the pin 18 occupies its intermediate position asshown, by the dotted circle 18 at which time ,the dowel 23 is in proper position to enter'its pocket and will enter its pocket as the containers move further along the downwardly inclined ramp tracks until the pin occupiesits ultimate position shown by the dotted circle/189. By using this type of loading and unloading mechanism, it will be observed thatA it is not necessary to spot and group the containers on the ramp tracks so thatthey will occupy a definite relation to the posts 19. Onlthe contrary, the requisite number of containers to be loaded onto a car can be picked up to form a train, which train will graduallybe moved into position where the centering dowels can enter their pockets. Hence a slight displacement of these dowels in the iinal movement of seating the containers onto the platform will be corrected by the dowels themselves. l

It will be observed in this type of loading mechanism that the rocking of the lever 75 will cause the containers to move slightly faster than their impelling power, this being theresult of the downward movement. of the containers on the inclined ramp tracks occasioned by the weight of the containers and the engagement between the noses 75"` and lpins 18. These nosesl can not swing backwardly because of the backing levers 77.

The length of the rampvtracks, their in-l clination, and the height of the elevation of the hump depends upon the will of they designer, and the number of cars'it is desiredvto handle in each slip. The inclination of the ramp tracks should not be so great as to preventthe containerslfrom being manually pushed up the incline and over the hump or restrain their movement by hand power. The inclined ramps are merely to faciliate the handling of the containers rather than to accelerate their movement.

As the containers are-successively unloaded onto the ramp tracks, they may be movedv into the warehouse and loaded directly onto a motor truck, indicated at 25, (see Figs 1 and 2) and for this purpose I prefer to provide a pit or depressed runway arranged along one side of the warehouse so that the containers may be run from the ramp tracks directly onto the platform of4 the motor truck. Any suitable means may be employed for`holding the container on the platform of the motor truck, such as removablel stakes, not shown. In the event that it is necessary to lift a container from the ramp tracks for the purpose of loading it onto a motortruck or conveying it across the pit, I may employ a traveling-crane whose framework is indicated at 26 (Fig. 1), said crane being of the usual construction and having lifting apparatus designed to engage in ears 27 ar- `ranged at `the corners of the container (see Figs; 9 and 10) or, if containers unloaded onto-the ramp tracks at the left of the warehouse (shown in Figs 1 and 2) are intended to betransferred into the warehouse or onto ramp tracks at the right side of the warehouse, I may use an ordinary transfer table 28 .(see' Figs 25, and G). This transfer table is preferablyl hand pro elled and operates on tracks 29 arrange on each side of the motor truck pit and in practice is preferably usedl at night when the motor trucks are not receiving or delivering freight. F or this purpose, I may tilt. that transfer table 28 to a vertical position at one s'de of the pit, as shown by the(l cable ap- "ratus in Figure 6, and sustain the same V1n its tilted position by means of a hooked rod 30.

Transfer table 28 can be employed to bridge the pit and enable a container on one side ofthe pit-to be propelled -across onto another track in alignment therewith, or,

:masse after a container, or containers, are placed on the transfer table, the transfer table ,may be moved opposite another. track or-tracks sothat the containers may be placed at some containers to be transferred from one rampf track to another without the useof transfer table 28 and thereby permits uninterrupted loading or unloading of motor trucks 25.

The type of container which I prefer to use in connection with my present system is shown in Figures 9 to 16, inclusive, and has heretofore been generally designated by the reference numeral 9. By referring to these figures it will be observed that the channels 16 are preferably secured to angles 33, which angles together with cross channels 34 constitute'iioor. supporting beams to which are secured Y'furring strips 35. 36 is the floor decking. 37 indicatev diagonal brace' rods, (shown in Fig. 12) which are used to stifen and add rigidity to the floor structure. The side walls of the container, indicated at 38, are preferably made of sheet metal reinforcedZ on their outer sides by ribbed posts and diagonally disposed. braces 38a. 'The posts nearest the corner preferably extend" above the roof ofthe container and terminate in the lifting ears 27 before referred to. 39 are the ladder handles. 40 are hinged door sections arranged at one end of the container, these door sections being reinforced by angle bars 41 at their marginal edges. The angles at the meeting edges of the two door panels are so disposed as to forma rabbeted joint (as shown in Fig. 12) while the upper edges of the panels close against a flange fascia plate or 1i tel 42 (see Fig. 13). This lintel is rovid d with a Water# shed 43 to protect t e up er edges of thel door panelsin their closeposition. This lintel also-forms a support for the cog rack 32 heretofore described, and, in order to reinforce the lintel, an angle 44 is preferably arranged inside of .the container through which the rivets which secured the cog rack 32 in position also pass. The roof sheet 45 is flanged down over the cog rack and serves as an additional tying means for said rack in addition to preventing the entrance of the water anddirt into the interior of the container. .The lower edges of the door panels are reinforced by externally arranged angles 4G (see Figs. l() and 11) and the panels 40 close against a metal threshold plate 47. As

is desirable to lock panels 40 when they are inposition on a carrier, such as a rail- .road car, I preferably use a form of automatic locking means, shown in Fig. .11. This locking means consists of aA hooked lever 48 pivoted on a rod 49 which is attached to the underside of the eontainer, the outer end of said lever 48 being normally pressed downwardly by means of la spring 50. When the container is supported upon its' wheels 10,-.the hook 48 is depressed out4 of locking position, `as when the container is on the. ramp tracks or in the warehouse, and in "order to hold thedoors closed under these conditions, I may providel the usual form of locking bolt` 51 and keeper 52 (see Fig. 10), both of which may be sealed by a wire passing through openings 53 therein. The inner end of lever 48 is connected by a slot and pin connection to a. lever 54 pivoted onV a rod 55 also attached to the under frame of the container and whose bent inner end is normallyheld downwardly by means of a spring 56 (see Fig. 11).

When a container is loaded ontothe-plat'- form of the' car, as ,indicated at 8, (Fig. '11) the inner end of lever 54 contacting with platform 8 will raise the outer end of lever 48 into engagement with the angle 46 ofthe overlapping door panel, and thus the doors giving access to the container are locked in their closed position when on the car platform, this locking means being independent of the bolt and keeper'sealed lock above mentioned, and only being operable to release or permit the doors to be'opened when the container is lifted from the ear platform. Thus, in transit it isimpossible to gain access to the container except by remov. ing the container from its supporting platform. t

By referring to Figure 12, it will be seen that the ends of the side panels 38 of the container are refolded upon themselves to form hollowcorner posts '38b to which the hinged leaves ofthe door panels are connected. This construction is economical and strong, as it saves the fabrication of separate,

parts and the use of numerous rivets.

In Figure? 14, I have shown an arrangement contemplating a corner post construction indicatedat 38 similar to the post construction 381 heretofore described. The end 'of the container opposite the one having the l door openings is preferably closed by a solid plate. 38 which may have 'its upper corner reinforced by a connect-ion plate 58, the roof -sheet 45 being bent over the plate 38 and secured thereto by means of rivets which pass through reinforcing angles 59 on the upper edge of the connection plate 58.

607indicates running boards arranged on top of the containers and 61 are platform boards on the container which extend to ldiagonally opposite corners (see Fig. `8)

and have afhandhold 62 opposite the ladder i a wheeled carrier on said Surface tracks, a

plurality of wheeled containers on said carriers, land selective operable vertically mov-` abledevices on said carrier for engaging each of said containers.

2. In a transportation system comprising ramp tracks, surface tracks between saidy ramp tracks, and inclined relative thereto, a wheeled carrier on said surface tracks, a plurality of wheeled containers on said carriers, and selective operable vertically mov-` able devices on said carrier for engaging veither end of each of said containers.

3. A transportation system comprising ramp tracks, Irailroad tracks between said ramptracks, a carrier operable upon said railroad tracks, wheeled containers on said carrier and operable upon said ramp tracks to 'be raised from or lowered on said carrier thereby, and vertically operable means cooperating between said earrier and said containers whereby a selected number of containers may be loaded upon or raised from said carrier.

4.-. A transportation system comprising ramp tracks, railroad tracks below and between said ramp tracks, a carrier on a railroad track, wheeled containers on said carrier abutting each other, and vertically adjustable posts on said carrier for engaging said containers without adecting their relative position.

5. A transportation system comprising ramp tracks, railroad tracks, a hump on said ramp tracks, a carrier operable upon said railroad tracks, containers on said carrier provided with wheels operable upon said ramp tracks, and means co-operating between said carrier and said containers whereby a selected number of containers may be moved by said carrier onto or fromv said humped ramp tracks.

G. The combination of a carrier, a con-i tainer, and inverted U-shaped underframe members'on each side of said container and adapted to straddle said carrier and to project beyond the ends of the body of the container.

l7. The combination of a carrier, a container, inverted U-shaped underframe members on each side of said container and adapted to straddle said carrier and wheels mounted within and extending below said underframe members.

8. A railway car container having a side wall bent at each end to form a rectangular corner post.

9. In combination, a carrier, a container ,facmg cog teeth.

having a door and adapted to be raised from and lowered onto said carrier, a lock for adapted to be supported on a carrier, a lock for said door, and means lautomatically operating said lock to release said door when said container is removed from a carrier.

11. The combination of a carrier havingI vertically walled pockets near 'its side edges, l

and a container having a plurality of cylindrical dowels provided with lower centering ends adapted to co-operate with said pockets, and downwardly projecting members on each end of said container straddling said earr`er.

'12. The corr ination with a container, of an inverted `U-shaped underframe member therefor, a wheel casingarranged within said member, and a wheel mounted in said casing. f l 13. A wheeled container having a door, a door lock, and means automatically moving said lock to functioning position when said container is lowered upon a carrier.

14. In a container having a door andsupporting wheels, and an underframe adapted to be supportedindependently of said wheels, a lock for said door, and means for automatically moving said lock to a rel leasedposition when said container is supported by said wheels.

l5. A container having a plurality of elewalls reinforced by van element provided,

with cog teeth.

17. A box-like container having one of its walls reinforced along its upper edge by a flanged member provided with downwardly 18. A container having a door, a lintel plate over said door, and a cog rack lon said lintel parallel with and outside of said door.

19. A container having metallic side walls, floor supports, a wooden floor, and a metal threshold plate at one edge of said iioor adjacent to an opening in said container.

20. A container having vertically disposed posts and a door opening, doors hinged to said posts, flanged Hoor supports, furring strips secured to saidA ianged fioor supports, a wooden flooring secured to said furring strips, and a metal threshold plate on said wooden flooring adjacent to said door opening.

21. The combination of a carrier, wheeled containers adapted to be supported thereby, and a plurality of vertically adjustable posts at spaced intervals on said carrier to engage opposite ends of said containers.

22. The combination With a carrier, 4of a plurality of vertically adjustable posts niountedlon the sides thereof, and means operable from the side of said carrier for holding said posts in adjusted position.

23. The combination With a carrier, of a plurality of verticallyy adjustable container engaging devices supported at the edges thereof, means for holding said devices at different heights, and Wheeled containersy having abutments for co-operating with said vertically adjustable loading and unloading devices.

In testimony whereof I hereunto afiix my signature thisglOth day of May, 1922.

HENRY W. KIRCHNER. 

